Systems and methods for charging, transporting, and operating flying machines

ABSTRACT

A flying machine storage container is provided that comprises multiple charging stations and a clamping mechanism. The clamping mechanism is configured to secure flying machines in the charging stations and securely close charging circuits between the storage container and the flying machines. A system for launching flying machines is also provided. The system comprises two regions and a transition region between the two regions. The two regions each constrain the positioning of a flying machine and the transition region enables a flying machine to move from the first region to the second region to reach an exit. A flying machine having sufficient performance capabilities will be able to successfully launch. Centralized and decentralized communication architectures are also provided for communicating data between a central control system, multiple storage containers, and multiple stored flying machines stored at each of the storage containers.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a United States National Phase Application filedunder 35 U.S.C. § 371 from International Patent Application No.PCT/M2017/051165, filed on Feb. 28, 2017, which claims priority to U.S.Provisional Patent Application No. 62/301,524, filed on Feb. 29, 2016,and U.S. Provisional Patent Application No. 62/460,703, filed on Feb.17, 2017, all of which are hereby incorporated by reference herein intheir entireties.

FIELD

This application relates generally to charging, transporting, andoperating machines such as flying machines.

BACKGROUND

Flying machines are well known in the art. Flying machines include, forexample, single and multirotor machines such as quadcopters. For abattery-operated flying machine, a separate charger is typicallyprovided and used for charging the battery. The charging process is amanually operated process. For example, a user may need to physicallyremove the battery from a flying machine, physically connect the batteryto a charger, and connect the charger to a power source. Once thebattery is charged, the battery needs to be physically disconnected fromthe charger and reconnected to the flying machine.

Containers such as hard cases and soft packs are available for storingand transporting flying machines. The containers are typicallyconfigured to store a single flying machine and may also be configuredto store accessories such as extra rotors, an extra battery, acontroller for controlling the flying machine, and a charger. In somecontainers, it may be possible to store two flying machines.

When using multiple flying machines, a user typically uses multiplecontainers, where each container stores one or two flying machines. Theuser needs to manually unpack the containers and separately positioneach of the flying machines for use. When done, the user needs tomanually recharge the batteries and manually repack each flying machineinto a corresponding container. This is a time consuming process,particularly when using a large number of flying machines.

Flying machines, like other machines, can malfunction or have degradedperformance. This presents a particular problem for flying machines,especially those heavier than air, because, unlike most machineryoperating on the ground, they must continue to operate even after amalfunction or with degraded performance to avoid a crash. An uncheckedmalfunction or degraded performance can result in damage to the flyingmachine, other surrounding objects, and injury to people. In mannedaircraft, human pilots with extensive training perform pre-flightchecks. Many unmanned aircraft and flying machines, however, areoperated by pilots without comparable training or operate partially orfully autonomously. Such flying machines often also have differentoperating constraints, including cost. There is therefore a need forsystems and methods ensuring that flying machines have sufficientperformance and are fit for flight before or during take off.

Flying machines, sometimes in large numbers, have been used to createvisual displays and performances. For example, flying machines have beenprogrammed to follow particular flight paths in a coordinated light showin the sky. The programming and setup of the flying machines for suchperformances is a manual and tedious process.

Accordingly, the present disclosure discloses improved systems andmethods for storing and charging flying machines. The present disclosurealso discloses improved systems and methods for operating flyingmachines.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments are illustrated by way of example and not limitation in thefigures of the accompanying drawings, in which like references indicatesimilar elements and in which:

FIG. 1A shows a base of a charging container in accordance with someembodiments of the present disclosure;

FIG. 1B shows a lid of a charging container in accordance with someembodiments of the present disclosure;

FIG. 1C shows a charging container that includes a single base and asingle lid in accordance with some embodiments of the presentdisclosure;

FIG. 1D shows an integrated embodiment where an integrated chargingcontainer comprises multiple bases and lids in accordance with someembodiments of the present disclosure;

FIG. 2A shows a side view of four exemplary embodiments for sandwichingflying machines between charging plates in accordance with someembodiments of the present disclosure;

FIG. 2B shows an illustrative flying machine in accordance with someembodiments of the present disclosure;

FIG. 2C shows an illustrative flying machine and charging plate inaccordance with some embodiments of the present disclosure;

FIG. 2D shows an illustrative flying machine and a charging station inaccordance with some embodiments of the present disclosure;

FIG. 3 shows an alternative system for charging and transporting flyingmachines in accordance with some embodiments of the present disclosure;

FIG. 4 shows a block diagram of illustrative electrical components of acharging container in accordance with some embodiments of the presentdisclosure;

FIG. 5 shows a block diagram of illustrative electrical components of acharging station and a flying machine in accordance with someembodiments of the present disclosure;

FIG. 6 shows a block diagram of a charging module and itsinterconnection with two charging stations in accordance with someembodiments of the present disclosure

FIG. 7 shows illustrative flying machines hanging from a cable inaccordance with some embodiments of the present disclosure;

FIG. 8A shows illustrative a mechanical labyrinth structure inaccordance with some embodiments of the present disclosure;

FIG. 8B shows an illustrative flying machine having protrusions forinteracting with a mechanical labyrinth structure in accordance withsome embodiments of the present disclosure;

FIG. 9 shows a mechanical structure having two regions and a transitionregion in accordance with some embodiments of the present disclosure;

FIG. 10A shows an illustrative stack of flying machines in accordancewith some embodiments of the present disclosure;

FIG. 10B shows an exploded view of a flying machine in accordance withsome embodiments of the present disclosure; and

FIG. 11 shows a block diagram of an illustrative communicationarchitecture in accordance with some embodiments of the presentdisclosure.

DETAILED DESCRIPTION

in accordance with the present disclosure, limitations of currentsystems for storing, charging, and operating flying machines have beenreduced or eliminated. In addition, the present disclosure providesvarious technical advantages over current systems.

In some embodiments, charging container systems and methods provideintegrated charging and transporting of multiple flying machines. Thecharging container may be used in the following way. One or more flyingmachines are placed onto a charging station. This may be achievedmanually or automatically (e.g., by autonomously landing the flyingmachines on the charging container). Once the desired number of flyingmachines are positioned on the charging container, a clamping mechanismis used to mechanically fixate the flying machines' positions in thecontainer. An electric circuit may be simultaneously closed byconnecting charging terminals on the charging stations (e.g., a chargingplate, a charging rod, magnets coated in conductive material, or thelike) to charging connectors on the flying machine (e.g., conductivematerial on the cage of the flying machine, conductive material on theflying machine's body, conductive leaf-springs, conductive pins, magnetscoated in conductive material, or the like). This may be achieved, forexample, by structuring and arranging the container and its componentssuch that the clamping mechanism forces the flying machines against twocharging plates (e.g., by sandwiching the flying machines between anupper charging plate and a lower charging plate). As another example,this may be achieved by structuring and arranging the container and itscomponents such that the clamping mechanism clamps the flying machinesbetween first and second charging rods. As a further example, theelectric circuit may be closed without an additional clamping action assoon as the flying machine is positioned on the charging station. Inthis example, the connection could be made assisted by gravity, forexample when conductive leaf-springs located on the flying machine bodyare pressed onto the charging plate of the charging station by thegravitational force acting on the flying machine.

In some embodiments, an electric circuit allows for charging the flyingmachines. This is achieved by connecting a charging module through afirst charging terminal, a first flying machine connector, the flyingmachine battery, a second flying machine connector, a second chargingterminal, and back to the charging module. In some embodiments, thecircuit may comprise a charging control circuit that is physicallylocated on the flying machine (e.g., in between the flying machineconnectors and the flying machine battery) and that monitors andcontrols the charging process of the battery. The charging controlcircuit may, for example, perform battery balancing, and may performmonitoring processes such as state of charge (SOC) or remaining usefullife (RUL) estimation.

FIG. 1A shows a base 110 of a charging container and FIG. 1B shows a lid150 of a charging container in accordance with some embodiments of thepresent disclosure. Base 110 comprises a charging plate 114, whichcomprises conductive material structured and arranged to establish anelectrical connection with a flying machine (e.g., flying machine 200)placed on its surface. It will be understood that flying machine 200 isdepicted as a circular cage for simplification. Flying machine 200 canbe any suitable shape and size. Charging plate 114 may include multiplecharging stations, each capable of receiving and charging a flyingmachine. In some embodiments, each square depicted on plate 114 of FIG.1A may be a charging station. In some embodiments, charging plate 114may comprise separate charging terminals for each charging station.

Charging plate 114 is electrically connected to a charging module 190,which is electrically connected to a power socket 122, an on-off powerswitch 124, and status LEDs 126. Power socket 122 supplies power tocharging module 190 via an external power cable (not shown). Powerswitch 124 allows a user to interrupt the power connection. Status LEDs126 inform a user of the electrical state of the charging container. Forexample, LEDs 126 may indicate whether power is being supplied tocharging module 190. As another example, LEDs 126 may indicate thecharging status at each charging station, such as whether a flyingmachine is electrically connected to the charging station, whether aflying machine is being charged, and/or whether a flying machine isfully charged.

In some embodiments, more advanced interfaces may be provided as part ofthe charging container. For example, an integrated LCD display or atouch screen may be provided to enable a user to control the operationof the charging container. As another example, additional connectivitymay be provided, such as Wi-Fi and Ethernet.

Base 110 may comprise one or more inner connectors 112. Each of innerconnectors 112 may be structured and arranged to be electrically coupledto a corresponding inner connector (e.g., inner connector 152 of FIG.1B) on a lid when the lid is positioned on base 110 (e.g., as in FIG. 1Cor FIG. 1D) or on an additional base when the additional base ispositioned on base 110 (e.g., as in FIG. 1D). The electrical couplingbetween inner connectors 112 and 152 can be achieved using any suitableconnector (e.g., a spring-loaded connector or any other suitableelectrical connector).

Base 110 of FIG. 1A and lid 150 of FIG. 1B each include an inner wall140. Inner wall 140 may be used as a charging plate (e.g., chargingplate 114 of FIG. 1A and charging plate 154 of FIG. 1B), may be madefrom a non-conductive material, or a combination thereof. Base 110 ofFIG. 1A and lid 150 of FIG. 1B each include an outer wall 142. Outerwall 142 may be equipped with one or more clamping mechanisms 160 (e.g.,a clasp, a latch, etc.) for securing base 110 and lid 150 together.Outer wall 142 may also be equipped with one or more handles (not shown)for easy transport.

Base 110 provides mechanical support for lid 150 or for another base.When flying machines are placed on the charging plate automatically,base 110 may be used to aid navigation during a flying machine's landingor docking maneuver. This may be achieved by (1) integrating welldefined features (e.g., markings, position LEDs, light emitters, radiofrequency (RF) emitters) at well-defined positions on base 110, (2)equipping flying machines with sensors suitable to detect these features(e.g., vision sensors, RF sensors), and (3) executing a landing ordocking sequence on the flying machine in dependence of the sensorreadings representative of the flying machine's current positionrelative to the well-defined features, the flying machine's desiredlanding or docking position (e.g., charging station), and a knownlocation of the well-defined features relative to the desired landing ordocking position.

FIG. 1C shows a charging container 100 that includes a single base 110and single lid 150. As illustrated, charging container 100 is equippedwith clamping mechanisms 160 to connect the base and lid for chargingand/or transport.

Lid 150 of FIG. 1C may also comprise one or more outer connectors 182.Outer connectors 182 may be structured and arranged to connect to acorresponding outer connector 182 on another charging container whenmultiple containers are stacked. The electrical coupling between theouter connectors may, for example, be achieved using a spring-loadedconnection plug. The outer connectors may supply multiple chargingcontainers with power through a single power socket 122. An outerconnector may include safety circuitry that ensures that it is onlypowered when in contact with another suitable outer connector.

It will be understood that charging container 100 of FIG. 1C can be usedindividually or in combination with additional charging containers in astack. When charging container 100 of FIG. 1C is intended to be stackedwith additional charging containers, additional clamping mechanisms canbe used to secure the charging containers together. It will also beunderstood that the charging module of one charging container can beused to charge flying machines of additional charging containers. Insome embodiments, the power socket and on/off power switch may beomitted in the additional charging containers.

FIG. 1D shows an integrated embodiment where an integrated chargingcontainer 100 comprises multiple bases 110 and lids 150 in accordancewith some embodiments of the present disclosure.

Integrated charging container 100 is composed of two end lids 150 thatare used as the top and bottom of the integrated charging container. Thebottom lid is equipped with wheels 170 to allow for easy transport. Inthis embodiment, charging module 190, power socket 122, power switch124, and status LEDs 126 are included in top lid 150. In thisembodiment, each of the four bases 110 are structured and arranged toinclude two charging plates 114 and 154. Flying machines 200 aresandwiched between a first charging plate 114 of the lower base 110 anda second charging plate 154 of the upper base 110. The different layersof integrated charging container 100 can be connected together usingclamping mechanisms 160.

This embodiment allows for particularly compact charging, storage, ortransport of a large number of flying machines 200. Variations of thisexemplary embodiment are possible. For example, the charging containersmay be fashioned as drawers. As another example, the inner connectorsmay be fashioned as connection plugs or connection cables.

FIG. 2A shows a side view of four exemplary embodiments for sandwichingflying machines 200 between charging plates 114 and 154 in accordancewith some embodiments of the present disclosure. Sandwiching is achievedby applying a force 210 between charging plates 114 and 154. This may beachieved by using a clamping mechanism.

Each flying machine 200 comprises at least two connectors 214 and 254connected to its body 220. Connectors 214 and 254 allow for electricalcontact with charging plates 114 and 154. This may be achieved byselecting materials with suitable conductivity in dependence of thecharging voltage and amperage required by the flying machines' batteriesand operating parameters (e.g., minimum charging time, size of thebattery), suitable weight in dependence of the flying machines' payload,suitable shape in dependence of the flying machines' dynamic as well asaerodynamic properties, and suitable connection properties (e.g., springloaded connectors, magnetic connectors) in dependence of the shape andsurface properties of the flying machines and charging plates.Electrical contact may further be achieved by accounting for potentialstructural deformations in dependence of force 210 as a result ofclamping.

Connectors 214 and 254 may simultaneously be used to fix flying machines200 into position for storage and transport. This may be achieved by (1)using a clamping mechanism to apply a force to flying machines 200sandwiched between plates 114 and 154; (2) structuring and arrangingconnectors 214 and 254 to prevent movement of flying machines 200 whensandwiched between plates 114 and 154 in dependence of the frictionbetween connectors 214 and 254 and charging plates 114 and 154; and (3)structuring and arranging plates 114 and 154 and flying machine bodies220 to allow sandwiching without suffering structural damage.

In some embodiments, the charging container may comprise mechanicalguides. For example, charging plate 114 may have embedded recesses thatfunction as mechanical guides. Such guides may be used for guiding theflying machines into specific positions or into specific orientationswhen they are placed into the box. This guiding process is typicallypassive, i.e. the flying machines slide into position/orientation whenthey are placed into the box 100. Various refinements may be used toease this process. Examples include using low friction materials forcontact points between flying machines 200 and the charging container(e.g., polished metal); adapting the shape of flying machines' bodies;adapting the shape of flying machines' cages or shrouds (e.g., using aspherical cage); shaking base 110 (e.g., manually or automatically(e.g., using a vibration motor)); having flying machine 200 perform adedicated landing maneuver (e.g., a docking maneuver); using magnets onflying machine 200 or charging container 100 (e.g., permanentlymagnetized material or electromagnets), or positioning a chargingcontainer 100 or its bases 110 at an angle (e.g., equipping containerswith a support that allows prop-up at an angle when placed on the flooror equipping the charging box with an angled base), or others (e.g.,supplementing the charging container with a landing board (not shown)that acts as a chute or funnel for collecting, sorting, or placing theflying machines). Examples of mechanical guides include indentations,notches, funnels, rails, or grooves.

Guides may also be used to place flying machines 200 into position forfixation or transport. This may be achieved by structuring and arrangingthe guides to match the shape of the flying machines. In the exampleembodiment in FIG. 1A, mechanical guides in the shape of invertedpyramids are used, fashioned such that their size is matched to theshape of the flying machines' spherical cage.

Guides may also be used to place flying machines into a specificpattern. For example, the inverted square pyramids shown in the exampleembodiment in FIG. 1A may be used to arrange flying machines in a gridpattern. Similarly, triangular or hexagonal pyramids may be used toarrange flying machines into an isometric or hexagonal grid. Similarly,many other tessellations or patterns may be achieved.

Arrangements may be used for aesthetic reasons (e.g., when using theflying machines as part of a lighting display). Arrangements may be usedto allow guiding into a position for charging or transport. This mayallow to guide many flying machines with very little or entirely withoutmanual manipulation. Arrangements may also be used to allow forautonomous take off or landing, for example by structuring and arrangingthem to allow for free movement of their actuators (e.g., bymechanically ensuring that the actuator's movement is not restricted byobstacles including the guides, chargers, and other flying machines). Asanother example, they may be structured and arranged to allow for freeair flow/turbulence reduction of multiple flying machines taking offfrom or landing on the same container in close succession (e.g., byusing data representative of their location in the container fordetermining their take off or landing sequence or by equipping thecontainer with air ducts, vents, wire grids, or flow guides to reducingthe creation of air cushions). As another example, arrangements mayallow for more reliable take off maneuvers by ensuring that theorientation (e.g., the flying machine's yaw) is known (e.g., throughmechanical guides or sensors. Similarly, arrangements may allow forcalibration routines. In some embodiments, flying machines are marked toallow for easy visual checking of their position and orientation in thecontainer (e.g., with a color coded band on one of their arms). In someembodiments, flying machines are structured and arranged to communicatea flying machine identifier to a container. In some embodiments, thecontainer is structured and arranged to communicate a charging stationidentifier to a flying machine at that charging station.

Guides may also be used to place flying machines into position forelectrical charging. This may be useful to ensure correct positive andnegative polarity of the connections. This may also be useful for flyingmachines equipped with additional connectors (e.g., for batteryregulation, battery balancing, or battery communication), when usingsmart chargers (e.g., to determine the number of flying machines beingcharged simultaneously), or when using smart batteries (e.g., batteriesequipped with a battery management system). This may be achieved bystructuring and arranging the guides, the flying machine's connectors,and the charging terminals to allow for easy alignment and connection ofthe flying machine's connectors to the charging terminals. This may, forexample, be achieved using blind mate connectors. As further examples,this may also be achieved by using mating connectors that are springbiased or spring loaded or that comprise at least one guiding surface.

Guides may also be used to provide electrical insulation betweencharging circuits. This may be achieved by equipping them withinsulation or manufacturing them from non-conductive material.

In some embodiments, connectors may be mechanically matched to fit themechanical guides. This may be useful to improve the electricalconnection between flying machines and the box, to improve the fixationof the flying machines during transport, or to improve the guides'efficiency at guiding flying machines into specific positions ororientations. This may be achieved by combining the features describedin the present disclosure with connectors with self-aligning featuresthat allows a small misalignment when mating. For example, a groove orslot on a charging plate with a corresponding tongue, bead, bolt, or dogon the flying machine may be used.

Referring back to FIGS. 1A-D, clamping mechanism 160 may exert a forceon a plurality of flying machines simultaneously. Clamping mechanism 160may also mechanically connect a container base 110 to a lid 150 or to anadditional container. It can apply a well-defined mechanical force toflying machines 200. This may be achieved using elastic elements. Forexample, charging plates may be supported by foam or another elasticmaterial or flying machine connectors may incorporate elastic material.The force may also be adjusted by adapting the type, number, orplacement of clamping mechanisms, or the size or mechanical supportprovided by walls 140 or container base 110 to the size or structuralproperties of the flying machines. Exemplary clamping mechanisms includea lever operated latch, a quick clamp fastener, an elastic anchor, aspring latch, and a toggle clamp.

FIG. 2B shows a flying machine 200 in accordance with some embodimentsof the present disclosure. Flying machine 200 comprises a body 220,sensor 260, four actuators 270 with corresponding propellers 272, acontrol module 280, a battery 290, and two connectors (e.g., hooks) 214and 254. Charging circuitry (not shown) electrically connects each oftwo connectors 214 and 254 to battery 290.

FIG. 2C shows a flying machine 200 and charging plate 114 in accordancewith some embodiments of the present disclosure. Flying machine 200comprises a body 220, sensor 260, four actuators 270 with correspondingpropellers 272, a control module 280, a battery 290, and four connectors214. One or more of connectors 214 (e.g., one, two, three, or all four)may comprise magnets (e.g., permanent or electromagnets) to ensure goodelectrical connection between the connectors and charging plate 114. Insome embodiments, the magnets may be of sufficient strength to also fixflying machine 200 to charging plate 114. Circuitry (not shown)electrically connects two or more connectors 214 to components of flyingmachine 200 (e.g., battery 290). As shown in FIG. 2C, charging plate 114comprises sections 114.1-5. Section 114.5 is a nonconductive section ofplate 114 and it electrically isolates sections 114.1-4. Each ofsections 114.1-4 may be creased or otherwise shaped to assist inpositioning flying machine 200 in a desired position and orientation. Insome embodiments one or more of sections 114.1-5 may comprise magnets(e.g., permanent or electromagnets) to assist in guiding flying machine200 into a desired position and orientation or to ensure good electricalconnection between sections 114.1-4 and one or more of connectors 214.In some embodiments, each of sections 114.1-4 may be used as either acharging terminal or a communication interface. The entire chargingplate 114 depicted in FIG. 2C may correspond to a single chargingstation.

FIG. 2D shows another example of a flying machine 200 and a chargingstation in accordance with some embodiments of the present disclosure.Flying machine 200 comprises two charging connectors 214.1 and 214.2that make contact with charging plates 114.1 and 114.2, respectively,when flying machine 200 is placed on the charging station. Flyingmachine 200 further comprises communication connector 215 that makescontact with communication plate 115 when the flying machine is placedon the charging station. In this example, flying machine connectors214.1, 214.2, and 215 are appropriately dimensioned leaf-spring contactsthat provide the electrical connection to corresponding charging plates114.1 and 114.2 and communication plate 115 by deflecting under thegravitational force acting on flying machine 200, such that noadditional clamping force is required. The charging plate furthercomprises guides 116.1-3 that restrict horizontal movement of flyingmachine 200 (e.g., during transport of charging container 100) whenflying machine 200 is placed on the charging station. Guides 116.1 and116.2 are shaped to match features 220.1 and 220.2 on flying machine200, respectively, to allow only the correct orientation of flyingmachine 200 on the charging station, which may help to ensure correctpolarity of the electrical connections. As illustrated, features 220.1and 220.2 are located on their respective rotor arms at differentdistances from the center of flying machine 200. These differentdistances match the locations of corresponding recesses in guides 116.1and 116.2 such that flying machine 200 will only fit on the chargingstation in one orientation. It will be understood that the illustratedfeatures and guides are merely illustrative and any suitable featuresand guides may be used to assist in positioning flying machine 200 inthe proper location and orientation on the charging station.

FIG. 3 shows an alternate system for charging and transporting aplurality of flying machines in accordance with some embodiments of thepresent disclosure. The system of FIG. 3 comprises two charging rods 314and 354 as the charging container's terminals. Charging rods 314 and 354also act as support structures. Charging rods 314 and 354 are used inthe following way. One or more flying machines 200 are placed ontocharging rods 314 and 354. This may be achieved manually orautomatically (e.g., by landing the flying machines in the base 110).Flying machines 200 may include two hooks or other types of attachmentmechanisms that are used to attach the flying machines to charging rods314 and 354. As shown, each of flying machines 200 includes two hooksthat at least partially surround a respective one of charging rods 314and 354. They may be structured and arranged to support at least part ofthe weight of the flying machine when hanging from the hook. The twohooks comprise connectors 214 and 254. Accordingly, the hooks providestructural support as well as electrical connections for flying machines200. Once the desired number of flying machines 200 are in base 110, aclamping mechanism 160 is used to spread charging rods 314 and 354,which applies opposing forces 210 to the hooks of flying machines 200.This fixates the flying machines' positions in the charging container.This also closes an electric circuit (e.g., simultaneously) (cablingomitted in figure for clarity). This is achieved by clamping the flyingmachines 200 between an upper charging rod 354 and a lower charging rod314.

The hooks or other types of attachment mechanisms are preferablyextensions of the flying machine's frame, with sufficient spacing toallow detachment of the hook from the rod. They may be structured andarranged to allow the flying machine to hang in a particularorientation. This may, for example, be achieved by using hooks made frommaterial rigid enough to support the weight of the flying machine and byenabling attaching and detaching of the flying machine to and from therod if a particular motion is performed. For example, the flying machinemay be rotated along an axis to lift a hook free from a rod. As anotherexample, the rod may be moved to release a flying machine.

The electric circuit allows charging of flying machines 200. This isachieved by connecting a charging module through charging rod 314, thefirst flying machine connector 214, the flying machine battery, a secondflying machine connector 254, the charging rod 354, and back to thecharging module (cabling and charging module omitted in figure forclarity). In some embodiments, each flying machine 200 includes acharging module and in these embodiments charging rods 314 and 354provide power to the charging module.

It will be understood that the hook and the configuration shown in FIG.3 are merely illustrative and any other suitable configuration orattachment mechanism can be used. For example, while the hooks areillustrated as being located at opposite ends of the body and extendingfrom the rotor arms, the hooks can be positioned at any other suitablelocations. For example, the hooks can be positioned under the rotor armsat any other suitable positions on the body of the flying machine. Asanother example, a magnet can be used to attach the flying machine tothe charging rod. As another example, a pin can be used to attach theflying machine to the charging rod.

FIG. 4 shows a block diagram of illustrative electrical components of acharging container 400 in accordance with some embodiments of thepresent disclosure. In some embodiments, charging container 400corresponds to charging container 100 of FIGS. 1A-D. In someembodiments, base 110 of FIG. 3 can be used as part of chargingcontainer 400. Charging container 400 comprises charging stations402A-C, control circuitry 410, power socket 420, alarm circuitry 430,communication interface 440, user interface 450, localization unit 460,actuator 470, and sensor 480.

Charging stations 402A-C may each comprise charging terminals (e.g.,charging plates (see, e.g., FIGS. 1A-C), charging rods (see, e.g., FIG.3), etc.) and a communication interface. The charging terminals may beconfigured for electrical coupling with electrical connectors of flyingmachines. Each of charging stations 402A-C may include two, three, four,or more charging terminals. For flying machines with a single cellbattery, there may be only two charging terminals included as part ofcharging stations 402A-C. For flying machines with multicell batteries,additional charging terminals may be provided to enable batterybalancing. The communication interface for each of charging stations402A-C may be any suitable communication interface for enabling controlcircuitry 410 to communication with a flying machine docked in acharging station. In some embodiments, the communication interface mayuse any suitable communication protocol such as Bluetooth, ZigBee, orWiFi. In some embodiments, the communication interface may use a wiredcommunication protocol between the flying machine and control circuitry410. The wired communication may be established by connecting at leastone communication terminal on the charging station with at least onecommunication connector on the flying machine. In some embodiments, thecommunication interface may communicate with the flying machines usingthe charging terminals. This may, for example, be achieved using aDC-BUS. While three charging stations are depicted in FIG. 4, anysuitable number of charging stations may be included in chargingcontainer 400.

Localization unit 460 determines the location of charging container 400.Localization unit 460 may include a receiver and one or more antennasfor receiving localization signals. In some embodiments, localizationunit 460 determines the location based on the reception times oftimestampable localization signals (e.g., ultra-wideband signals) andknown locations of the transceivers that transmit the signals. Areceived signal may be timestamped based on a local clock signal. Thelocation may be determined using any suitable computations such as TOAor TDOA computations. The determined location is provided to controlcircuitry 410. In some embodiments, localization unit 460 isincorporated into control circuitry 410. In some embodiments, chargingstation 400 does not include localization unit 460.

In some embodiments, the localization unit determines distances totransceivers that transmit signals. This may be achieved using knowntechniques in the art. For example, the localization unit and thetransceivers may have synchronized clocks, the signals can contain atime indicating when the signals are sent as timestamped by thetransceivers before they are sent. When the localization unit receivesthe signals the timestamps on the signals are compared to the time whichthe localization unit has on its clock. This allows the localizationunit to determine the time of flight of the signal, thus allowing it todetermine the distance between the localization unit and each of thetransceivers knowing that the each of the signals traveled at the speedof light. Another way to determine distance is to use the signal power.To do this, the strength of the signal as originally transmitted by eachof the transceivers is known to the localization unit (e.g., stored inmemory or is part of the transmitted signal). By measuring the strengthof each of the signals received at the localization unit and using aFree-space Path Loss model, the distances between the localization unitand each of the transceivers can be estimated. In yet a further examplethe localization unit can determine its position by triangulation. Thelocalization unit receives signals from at least three transceivers andestimates the distance to each of the three transceivers based on thereceived signals (e.g., based on the strength of the receiving signals).Knowing the locations of these three transceivers (e.g., stored inmemory or part of the transmitted signal), the localization unitdetermines its location based on the estimated distance it is from eachof the three transceivers.

Control circuitry 410 can be implemented using any suitable hardware orcombination of hardware and software. For example, control circuitry mayinclude one or more processors, memory such as non-transitory computerreadable memory, one or more software modules comprisingcomputer-readable instructions, firmware, or any combination thereof.

Actuator 470 can be any suitable actuator to assist in the operation ofcharging container 400. In some embodiments, actuator 470 operates theclamping mechanisms or functions as a clamping mechanism that is used tosecure the flying machines for charging and/or transport. For example,lid 150 of FIGS. 1A-D may be connected to a corresponding base 110 witha hinge along one side and actuator 470 may be a linear or rotaryactuator that is used to raise lid 150. Suitable actuators may includeservomotors or stepper motors. In some embodiments, one or moreactuators 470 can be used to individually secure and release the flyingmachines. Actuator 470 is controlled by control circuitry 410. In someembodiments, actuator 470 is only operated when charging container 400is in an appropriate location as determined by localization unit 460. Insome embodiments, charging station 400 does not include actuator 470.

Sensor 480 may be any suitable sensor or combination of sensors. Forexample, sensor 480 may include one or more of an optical sensor, anaccelerometer, a magnetometer, and a gyroscope. In some embodiments,control circuitry 410 uses measurements from sensor 480 to controloperation of charging container 400. For example, control circuitry 410can use the measurements to determine whether charging container 400 isin a proper orientation and sufficiently level to release and receiveflying machines. This may, for example, be achieved by equipping theflying machine with an appropriate sensor such as an accelerometer or amagnetometer. In some embodiments, sensor 480 is used to determinewhether a flying machine is positioned at each charging station. Thismay, for example, be achieved using a Hall sensor, optical sensor,current sensor, or displacement sensor. In some embodiments, chargingstation 400 does not include sensor 480.

FIG. 5 shows a block diagram of illustrative electrical components ofcharging station 402A of FIG. 4 and a flying machine 500 in accordancewith some embodiments of the present disclosure. As illustrated in FIG.5, charging station 402A here includes two charging terminals, chargingterminals 404A and 404B. Charging terminals 404A and 404B are capable ofbeing electrically coupled with respective electrical connectors 504Aand 504B of flying machine 500. In some embodiments, terminals 404A and404B and connectors 504A and 504B are electrically conductive and theelectrical coupling is achieved by physical contact. As discussed above,a clamping mechanism may be used to ensure good physical contact.Additionally or alternatively, a magnet may be used to ensure goodphysical contact. For example, one or more of charging terminals 404Aand 404B and electrical connectors 504A and 504B may comprise apermanent magnet or an electromagnet. In some embodiments, the pullforce of the magnet may be sufficiently high to ensure good physicalcontact, but less than the force flying machine 500 is capable ofgenerating for lifting off of charging station 402A. When the magnet isan electromagnet, which is capable of being turned on and off, the pullforce may set to be high enough to physically fixate flying machine 500to charging station 402A. The electromagnet may be turned off to enableflying machine 500 to lift off of charging station 402A. The foregoingexamples are merely illustrative and any suitable magnetic pulling forcemay be used in accordance with the present disclosure. In someembodiments, terminals 404A and 404B and connectors 504A and 504Bcomprise induction coils and are inductively coupled to each other toenable inductive charging. In one example, terminals 404A and 404Bcomprise relatively large inductive coils and connectors 504A and 504Bcomprise relatively small inductive coils. By using larger inductivecoils or power at terminals 404A and 404B, the inductive coils on flyingmachine 500 may be dimensioned smaller and thus reduce weight for flyingmachine 500. Connectors 504A and 504B are electrically coupled tobattery 510 to enable charging of the battery. It will be understoodthat additional charging terminals and corresponding electricalconnectors may be provided to enable charge balancing of battery 510.

Charging station 402A of FIG. 5 also includes communication interface406 and flying machine 500 also includes a corresponding communicationinterface 506. Interfaces 406 and 506 may be any suitable wired orwireless communication interfaces to enable communication between flyingmachine 500 and charging station 402A. Examples of wirelesscommunication interfaces that may be used include Bluetooth, ZigBee, andWiFi. Communication interface 506 of flying machine 500 may be coupledto memory 520 through control unit 530. Memory 520 may be any suitablenon-transitory computer readable memory. Memory 520 may storecomputer-readable instructions that are executable by processingcircuitry (e.g., control unit 530). Memory 520 may also storeinformation about flying machine 500. For example, memory 520 may storean ID number for flying machine 500, battery information about battery510, and flight plan information for flying machine 500. The batteryinformation may include battery voltage, the number of battery cells,battery capacity, battery charge history, any other suitable batteryinformation and any combination thereof. The information stored inmemory 520 may be communicated to a charging container via communicationinterfaces 506 and 406. It will be understood that a wired communicationinterface may use separate wires or may use one or more wires in commonwith charging terminals 404A and 404B. For example, a wiredcommunication interface may communicate over charging terminals 404A and404B using DC-BUS technology.

FIG. 5 also shows inner connector 408. Inner connector 408 can be used,for example, when charging terminals 404A and 404B of charging station402A are located on different components of a charging container. Forexample, when charging station 402A corresponds to a charging station ofFIGS. 1A-D and one charging terminal is located on base 110 and theother charging terminal is located on lid 150, inner connector 408 canbe used to form an electrical coupling between base 110 and lid 150.When charging terminals 404A and 404B of charging station 402A arelocated on, for example, a single structure, inner connector 408 is notneeded.

FIG. 5 also shows flying machine 500 as also including localization unit540, actuator 550, and sensor 560. Localization unit 540 computes thelocation of flying machine 500. In some embodiments, localization unit540 includes the functionality and components of localization unit 460as described above. Localization unit 540 provides the determinedlocation to control unit 530. In some embodiments, localization unit 540is incorporated into control unit 530. In some embodiments, flyingmachine 500 does not include localization unit 540.

Control unit 530 can be implemented using any suitable hardware orcombination of hardware and software. For example, control unit 530 mayinclude one or more processors, memory such as non-transitory computerreadable memory, one or more software modules comprisingcomputer-readable instructions, firmware, or any combination thereof.

Actuator 550 can be any suitable actuator for controlling the motion offlying machine 500. For example, actuator 550 can be a motor coupled toa propeller. Actuator 550 may comprise a single motor (e.g., for a fixedwing aircraft) or multiple motors (e.g., for a multicopter). Actuator550 is controlled by control unit 530. In some embodiments, flyingmachine 500 is capable of autonomous flight and control unit 530determines one or more control signals that are provided to actuator550. In some embodiments, the one or more control signals are used tovary the thrust produced by one or more propellers that are coupled toone or more actuators 550. In some embodiments, control unit 530determines the one or more control signals to cause flying machine 500to follow a desired flight path. In some embodiments, control unit 530uses one or more control loops to determine the one or more controlsignals based on a reference signal. In some embodiments, control unit530 compares the current position of flying machine 500 to a referenceposition associated with the flight path.

Sensor 560 may be any suitable sensor or combination of sensors. Forexample, sensor 560 may include one or more of an optical sensor, radiofrequency (RF) sensor, a Hall effect sensor, an accelerometer, amagnetometer, and a gyroscope. In some embodiments, control unit 530uses measurements from sensor 560 to control operation of flying machine500. For example, control unit 530 can use measurements from an opticalsensor (e.g., a vision sensor) to detect a well-defined feature on abase 110 to assist in landing at a charging station. For example, themeasurements from the optical sensor can be used to determine therelative position of flying machine 500 to the well-defined feature andthis information can be used to execute a landing or docking sequence.This may, for example, be achieved by using a fiducial with a known sizeand location on the base 110 and a calibrated camera on the flyingmachine to provide relative distance (size of fiducial on the camerasensor) and parallel displacement (position of the fiducial on thecamera sensor) between the fiducial marker and the flying machine. Insome embodiments, sensor 560 can be used to identify the chargingstation at which flying machine 500 is positioned. This may, forexample, be achieved using a Hall sensor, optical sensor, currentsensor, or displacement sensor. Flying machine 500 can provide theidentity of the charging station to charging container 400 usingcommunication interface 506. In some embodiments, flying machine 500does not include sensor 560.

It will be understood that the details of FIG. 5 and the correspondingdescription are not limited to charging station 402A. The details andcorresponding description also apply to charging stations 402B and 402Cof FIG. 4 and the other charging stations described herein.

Referring back to FIG. 4, control circuitry 410 may include memory 412and a charging module 414. Control circuitry 410 may communicate withand control the operation of the electrical components of chargingcontainer 400. For example, control circuitry 410 may detect thepresence of a docked flying machine in each of charging stations 402A-C(e.g., using one or more sensors 480) and enable charging of the dockedflying machines. Memory 412 may be any suitable non-transitory computerreadable memory. Memory 412 may store computer-readable instructionsthat are executed by control circuitry 410. Memory 412 may also storeinformation about charging status and charging history, informationreceived from flying machines, information received from user interface450, any other suitable information, and any suitable combinationthereof. Charging module 414 charges flying machines docked at chargingstations 402A-C. Charging module 414 may operate under the control ofcontrol circuitry 410 and may be configured to independently control thecharging at each of charging stations 402A-C. In some embodiments,charging module 414 is configured to perform passive or active batterybalancing. While charging module 414 is shown as being separate fromcontrol circuitry 410, in some embodiments the functionality of chargingmodule 414 may be integrated into control circuitry 410, or vice-versa.In some embodiments, charging station 400 does not include chargingmodule 414. For example, each flying machine may include a chargingmodule.

Alarm circuitry 430 may include any suitable audible or visualindicators for indicating an alarm condition. Alarm conditions include,for example, completion of charging, battery failure, batteryoverheating, poor connection with a flying machine, any other suitablealarm conditions, and any combination thereof. As an example, chargingmodule 414 may sense the temperature of batteries being charged and ifthe temperature of a battery exceeds a threshold (e.g., a normalcharging temperature), alarm circuitry 430 may activate an alarm. Insome embodiments, charging station 400 does not include alarm circuitry430.

Power socket 420 may correspond to power socket 122 of FIGS. 1A, 1C, and1D. Power socket 420 may be configured to physically and electricallyconnect to a removable external power cable, which can be connected to apower source such as an electrical outlet. In some embodiments, powersocket 420 may include a power cable (e.g., a retractable power cable)for connection to a power source.

User interface 450 may include a user input device, a display, or aspeaker. Any type of user input device may be included as part of userinterface 450, such as a keyboard, a mouse, a touch screen, buttons,switches, a microphone, a joy stick, a touch pad, or any other suitableinput device. For example, user interface 450 may include power switch124 of FIGS. 1A, IC, and ID. Any type of display may be included as partof user interface 450, such as a cathode ray tube display, a flat paneldisplay such as a liquid crystal display or plasma display, or any othersuitable display device. The display may display, for example, menuoptions and softkeys may be provided to enable a user to control theoperation of charging container 400. As another example, the display maydisplay the status of each of charging stations 402A-C. The status mayindicate whether a flying machine is docked at a charging station,whether a battery is being charged, charging voltage, charging current,expected charging time, battery identifier, battery health status,whether a battery is fully charged, etc.

User interface 450 may enable the user to control various aspects ofcharging container 400. For example, a user may use user interface 450to initiate charging of flying machines docked in respective chargingstations. As another example, a user may use user interface 450 toretrieve information from docked flying machines. As another example, auser may use user interface 450 to program or adjust software orsettings of flying machines.

External communication interface 440 may enable charging container 400to communicate with external devices. External communication interface440 may include any suitable hardware or hardware and software, whichmay allow charging container 400 to communicate with electroniccircuitry, a device (e.g., a laptop or smartphone), a network, a serveror other workstations, a display, or any combination thereof. Externalcommunication interface 440 may include one or more receivers,transmitters, transceivers, antennas, plug-in connectors, ports,communications buses, communications protocols, device identificationprotocols, any other suitable hardware and software, or any combinationthereof. External communication interface 440 may be configured to allowwired communication, wireless communication, or both. In someembodiments, some or all of user interface 450 may not be included incharging container 400 and the functionality may be implemented in anexternal device that communicates with charging container 400 usingexternal communication interface 440. In some embodiments where multiplecharging containers are used, a single external device (e.g., a laptop)may be used to control multiple charging containers through theirrespective external communication interfaces. In some embodiments,charging station 400 does not include external communication interface440.

FIG. 6 shows a block diagram of charging module 614 and itsinterconnection with charging stations 602A and 602B in accordance withsome embodiments of the present disclosure. In some embodiments,charging module 614 corresponds to charging module 414 of FIG. 4 andcharging stations 602A and 602B correspond to two of the chargingstations of FIG. 4. Charging module 614 is connected to charging station602A by connectors 680, 682, and 690. Charging module 614 is connectedto charging station 602B by connectors 680, 682, and 692. Connector 680,682, 690, and 692 may be any suitable wired connections for providingcommunication between charging module 614 and charging station 602A and602B.

Charging module 614 may provide a constant or variable voltage orcurrent to charging stations 602A and 602B to charge batteries of dockedflying machines using connectors 680 and 682 and power supply 610. Whileconnectors 680 and 682 are shown as being connected to multiple chargingstations, it will be understood that other configurations can be used.For example, separate connectors can be used for each charging station.As another example, switches can be used in connectors 680 and 682 toenable independent control of each charging station. In someembodiments, charging module 614 uses connectors 690 and 692 to monitorand control the charging of docked batteries (e.g., battery balancing).In some embodiments, connectors 690 and 692 may each include multiplewired connections.

Charging module 614 may include battery sensing module 620, temperaturesensing module 630, state of charge (SOC) module 640, remaining usefullife (RUL) module 650, state of health (SOH) module 660, and controlmodule 670. Battery sensing module 620 may be configured to detect whena flying machine is docked at a charging station. For example, batterysensing module 620 may check the resistance, voltage, or current acrosstwo connectors of a charging station to detect the presence of a flyingmachine. Temperature sensing module 630 may be configured to detect thetemperature of a docked battery. In some embodiments, temperaturesensing module 630 may be configured to detect multiple temperatures ofa docked battery (e.g., one for each battery cell). Temperature sensingmodule 630 may determine the temperature of the battery using anysuitable technique or combination of techniques. For example, thetemperature may be estimated based on the charging history and a modelof the temperature behavior of the battery. As another example, thetemperature may be determined by measuring the impedance of the battery.As another example, the temperature may be determined using athermistor. In addition, any other technique or combination oftechniques may be used to determine one or more temperatures of abattery.

SOC module 640 may be configured to determine the available capacity ofa battery. In some embodiments, SOC module 640 may be configured todetermine the available capacity of each cell of the battery. Theavailable capacity of the battery may be determined using any suitabletechnique. Charging module 614 may use the capacity information in orderto perform battery balancing.

RUL module 650 may be configured to determine the remaining useful life.RUL module 650 may determine the remaining useful life using anysuitable technique. For example, the remaining useful life may bedetermined by monitoring the battery while it is being charged. Asanother example, the battery or the flying machine may have a unique IDnumber and RUL module 650 may use historical charging information todetermine the remaining useful life. When the remaining useful life isless than a predetermined amount, charging module 614 may trigger analarm or display a warning to an operator.

SOH module 660 may be configured to determine the general condition of abattery. In some embodiments, the general condition is determined incomparison to a new battery or an ideal condition for that type ofbattery. For example, SOH module 660 could measure the impedance of thebattery and compare the measurement to the impedance typically achievedby new batteries. As another example, SOH module 660 could measure thecapacity of the battery by performing a full discharge and charge cycleof the battery and compare the measurement to the nominal capacity ofthe battery. SOH module 660 may display the condition of the battery foran operator. In some embodiments, the condition of the battery is usedby RUL module 650 to determine the remaining useful life.

Control module 670 may be configured to determine the appropriateconstant or variable voltage or current for charging stations 602A and602B to charge batteries of docked flying machines using connectors 680and 682, and power supply 610. In addition to charging, control module670 may be configured to balance the batteries, or perform specialfunctions such as regulating the battery to a specific SOC (e.g., a SOCsuitable for transport or storage). In other embodiments, the controlmodule may be physically located on the flying machine.

It will be understood that while charging module 614 has been describedas including several different modules, not all of the modules need tobe included. For example, in a basic implementation, modules 620-670 maynot be included as part of charging module 614.

Charging module 614 may be configured to maximize the useful life of thebatteries and charge the batteries in a safe manner. For example, thecharging current or voltage may be intelligently ramped up at the startof charging. As another example, a current limiter or surge protectionmay be used to prevent the batteries from overheating. As anotherexample, fuses may be included as part of the connectors or in thebatteries to prevent too much current from entering the battery andprotect the batteries from a short circuit. Any other safety techniquesand combinations of safety techniques may be included in charging module614.

While charging module 614 has been described as being connected tocharging stations 602A and 602B, in some embodiments a separate chargingmodule 614 may be physically located on each flying machine. In suchembodiments, each charging station may provide power to the flyingmachine in order to power charging module.

It will be understood that while the containers described above includecharging capability and are referred to as charging containers, in someembodiments the containers may not include charging capability. It willbe also understood that the containers described herein can be referredto as storage containers or flying machine storage containers. It willalso be understood that while the containers described above includeclamping mechanisms that mechanically fixate the flying machines to thecontainers, in some embodiments the containers may not include clampingmechanisms.

The flying machines of the present disclosure can be used to performvarious methods and can be configured to perform various methods. Insome embodiments, the flying machines of the present disclosure can beconfigured to launch from a hanging position. For example, flyingmachines 200 of FIG. 3 can be configured to take off while hanging fromcharging rod 354. In addition, FIG. 7 shows flying machines 200 hangingfrom an upper cable 710 and resting on a lower cable 720 in accordancewith some embodiments of the present disclosure. Upper cable 710 can beany suitable support structure from which flying machines 700 can hang.For example, upper cable 710 can be a cable, rod, or other supportstructure having one or more features from which flying machines 200 canhang. In some embodiments, cables 710 and 720 may be strung across astage (e.g., either out of view or as part of the set). Lower cable 720can vertically offset from upper cable 710 to maintain flying machines200 at a particular angle with respect to vertical (e.g., at a 45 degreeangle). In some embodiments, flying machines 200 of FIG. 7 each includea single hook that at least partially surrounds upper cable 710 toenable hanging, where gravity causes the flying machine to rest uponlower cable 720. In some embodiments, flying machines 200 of FIG. 7 mayinclude two hooks similar to flying machines 200 of FIG. 2. In someembodiments, cables 710 and 720 may be used as charging terminals and/orto provide data communication with flying machines 200. In someembodiments, cables 710 and 720 can be moved and used similar to alaundry line system. For example, flying machines can be positioned oncables 710 and 720 by placing a flying machine on the cables, movingcables 710 and 720, and sequentially repeating the process. In someembodiments, cables 710 and 720 have special sections on which flyingmachines are to be mounted to enable electrical connection forcommunication and/or charging.

In some embodiments, a flying machine configured to launch from ahanging position (e.g., as illustrated in FIGS. 3 and 7) comprises abody, at least two actuators and corresponding propellers coupled to thebody, and an attachment component coupled to the body, which isconfigured to engage a support structure, thereby enabling the flyingmachine to hang from the support structure in a first orientation. Theflying machine further comprises a receiver coupled to the body, whichis configured to receive localization signals, and a sensor coupled tothe body, which is configured to generate an orientation signal. Theflying machine further comprises at least one processor coupled to thebody, where the at least one processor is configured to (a) receive alaunch command, (b) execute a first launch maneuver in response toreceiving the launch command while the flying machine is hanging fromthe support structure in the first orientation, where the first launchmaneuver activates at least one of the at least two actuators andcorresponding propellers to cause the flying machine to rotate about thesupport structure from the first orientation to a second orientation,(c) determine the completion of the first launch maneuver based on theorientation signal, and (d) execute a second launch maneuver in responseto determining the completion of the first launch maneuver, where thesecond launch maneuver activates at least two of the at least twoactuators and corresponding propellers to cause the flying machine todisengage the support structure and lift off, and where the secondlaunch maneuver is controlled based on the localization signals.

In some embodiments, a successful launch may require three launchmaneuvers. The three maneuvers are illustrated in FIG. 7 with movementarrows 730, 732, and 734. The first launch maneuver moves the flyingmachine into an upright position as illustrated by movement arrow 730.The second launch maneuver moves the flying machine sideways asindicated by movement arrow 732. The third launch maneuver moves theflying machine upwards for takeoff as illustrated by movement arrow 734.In some embodiments, the mechanical structure of the hook on the flyingmachine mechanically prevents flying machines that cannot perform thesemaneuvers (e.g., because of miscalibration, failure to spin up a motor,etc.) from taking off.

In some embodiments, a flying machine is configured to land on and hangfrom a support structure (e.g., charging rod 354 of FIG. 3 or uppercable 710 of FIG. 7), which may comprise one or more charging terminals.The flying machine may comprise a body, at least one actuator andcorresponding propeller coupled to the body, and an attachment componentcoupled to the body, where the attachment component is configured toengage a support structure, thereby enabling the flying machine to hangfrom the support structure in a particular orientation. The flyingmachine may further comprise a receiver coupled to the body, where thereceiver is configured to receive localization signals, and a sensorcoupled to the body, where the sensor is configured to generate anorientation signal. The flying machine may further comprise at least oneprocessor coupled to the body, wherein the at least one processor isconfigured to (a) receive a docking command, (b) execute a first dockingmaneuver in response to receiving the docking command, where the firstdocking maneuver causes the flying machine to fly to a predeterminedposition relative to the support structure using the at least oneactuator and corresponding propeller and the localization signals, (c)execute a second docking maneuver after completion of the first dockingmaneuver, where the second docking maneuver causes the flying machine tocontact the support structure, and (d) execute a third docking maneuverafter completion of the second docking maneuver, where the third dockingmaneuver causes the flying machine to rotate about the support structureto engage the support structure with the attachment component, where theflying machine is hanging from the support structure in the particularorientation after completion of the third docking maneuver, and wherethe third docking maneuver is controlled based on the orientationsignal.

In some embodiments, a method for charging a plurality of flyingmachines may be performed in accordance with the present disclosure. Themethod comprises (a) maneuvering a first flying machine to a pre-dockingposition, (b) executing a first docking maneuver, (c) maneuvering asecond flying machine to a pre-docking position, (d) executing a seconddocking maneuver, (e) maneuvering a third flying machine to apre-docking position, and (f) executing a third docking maneuver. Themethod may further comprise (g) engaging a mechanical clamping mechanismand thereby fixating at least the first, second, and third flyingmachines. The method further comprises (h) initiating charging of atleast the first, second, and third flying machines. The method mayfurther comprise (i) releasing the mechanical clamping mechanism andthereby simultaneously releasing the at least first, second, and thirdflying machines.

In some embodiments, a method for connecting a plurality of flyingmachines to a charger may be performed in accordance with the presentdisclosure. Each of the plurality of flying machines may comprise atleast first and second connectors and the charger may comprise at leasta first and a second charging and transporting means, where the firstconnector is structured and arranged to create a first electrical andmechanical connection to the first charging and transporting means andthe second connector is structured and arranged to create a secondelectrical and mechanical connection to the second charging andtransporting means. The method comprises (a) autonomously maneuveringeach of the plurality of flying machine such that each flying machine'sfirst connector is in contact with the first charging and transportingmeans, and (b) manually manipulating the plurality of flying machines orthe charger to ensure contact between each of the flying machine'ssecond connector and the second charging and transporting means. Themethod may further comprise (c) engaging a clamping mechanism toestablish an electrical and mechanical connection between each of theplurality of flying machines and the charger.

In some embodiments, a method for docking a plurality of flying machinesto a charger may be performed in accordance with the present disclosure.The charger may comprise a base, at least one well defined feature at awell-defined position on the base, first and second charging terminals,and charging circuitry operationally connected to the chargingterminals. Each of the plurality of flying machines may comprise (a) abody, (b) a battery attached to the body, (c) first and secondconnectors attached to the body, each structured and arranged tosimultaneously provide a mechanical connection with the body and anelectrical connection with the battery, and each further structured andarranged to allow for a mechanical and an electrical connection with thefirst or second charging terminal, (d) a sensor attached to the body andoperational to detect the at least one well defined feature and toproduce data representative of a motion of the flying machine relativeto the well-defined feature, and (e) an actuator attached to the bodyand operational to produce a force that can cause the flying machine tofly. The method comprises initiating a flying machine docking maneuverwith the charger and in response to the initiating of the flying machinedocking maneuver carrying out the following steps: (a) computing anestimate of a relative position of the flying machine to thewell-defined feature based on the data representative of the motion ofthe flying machine relative to the well-defined feature, (b) controllingthe actuator based on a comparison of the estimate of a relativeposition of the flying machine to the well-defined feature with adesired relative position of the flying machine to the well-definedfeature, and further based on the known well defined position on thebase, and (c) detecting at least a first docking between the first orsecond connector and the first or second charging terminal. The methodfurther comprises, in response to the detecting of at least a firstdocking, carrying out the following steps: (a) terminating the flyingmachine docking maneuver, and (b) enabling the charger's chargingcircuitry.

In some embodiments, a method for autonomous take off of a plurality offlying machines from a charger may be performed in accordance with thepresent disclosure. The charger comprises a plurality of chargingstations, where each charging station comprises: (a) at least first andsecond charging terminals, (b) a guide, structured and arranged tomechanically or magnetically assist in maintaining a flying machine in adesired position and orientation for take off, and (c) chargingcircuitry operationally connected to the first and second chargingterminals. Each of the plurality of flying machines comprises: (a) abody, (b) a battery attached to the body, (c) at least first and secondconnectors, each attached to the body, and each structured and arrangedto allow electrical contact with respective first and second chargingterminals of a charging station when docked with that charging station.(c) an actuator attached to the body and operational to produce a forcethat can cause the flying machine to take off, and (d) a communicationinterface, structured and arranged to receive a signal triggering theflying machine's take off from its charging station. The methodcomprises initiating take off of at least a first of the plurality offlying machines from the charger and, in response to the initiating ofthe first flying machine take off maneuver, carrying out the followingsteps: (a) receiving a take off signal at the first flying machine'scommunication interface, (b) comparing the flying machine's batterycharge to a predefined threshold (e.g., a safety threshold), and (c) independence of the comparing the first flying machine's battery charge tothe threshold, executing or aborting the take off maneuver of the firstflying machine from the charging station.

In some embodiments, systems and methods are provided for ensuring thatflying machines have sufficient performance capability for taking off.In some embodiments, the system comprises a mechanical structure thatrequires a flying machine to perform one or more maneuvers in order tobe released from its launch position. For example, the system maycomprise first and second regions that constrain the positioning of aflying machine within the regions. The system may further comprise atransition region (e.g., a choke point) that enables a flying machine tomove from the first region to the second region. The system may furthercomprise an exit within the second region that enables the flyingmachine to exit the second region.

In some embodiments, the mechanical structure comprises one or moremechanical guides that restrict movement of a flying machine in one ormore degrees of freedom and allow movement of the flying machine in oneor more different degrees of freedom. The one or more mechanical guidesmay form a labyrinth that a flying machine needs to navigate in order tobe released.

FIG. 8A shows an illustrative mechanical labyrinth structure 800 inaccordance with some embodiments of the present disclosure. As shown,structure 800 comprises four sides. Each side comprises an open regionforming a passageway through which a portion of a flying machine maypass. As shown, the passageway on each side of structure 800 has thesame shape. In some embodiments, the shape and/or size of the passagewayof one or more sides of structure 800 may be different (e.g.,asymmetrical). FIG. 8B shows an illustrative flying machine 850 havingprotrusions 860 that extend from each of the four rotor arms of theflying machine body. Each protrusion 860 may be sized to pass through apassageway on a side of structure 800. When flying machine 850 is fullyinserted into structure 800, each protrusion 860 may come to rest at thebottom of a passageway as shown by circle 810. In order for a flyingmachine such as flying machine 850 to launch, it must first lift up fromthe bottom of the passageway, through region 820 to reach the height ofregion 820. The flying machine must then move the protrusion sideways topass through horizontal region 820 to be vertically aligned withvertical region 824. The flying machine must then lift up to passthrough vertical region 824 to reach exit 840. Transition regions 830and 832 enable the flying machine to pass between adjacent vertical andhorizontal regions. Vertical regions 820 and 824 comprise mechanicalguides (e.g., the sides of the passageway) that limit movement of theflying machine in the horizontal degree of freedom and allow movement inthe vertical degree of freedom. When more than one side of structure 800has similar vertical regions (e.g., opposite sides), the regions alsoact to limit movement of the flying machine in a rotational degree offreedom about a vertical axis. Horizontal region 822 comprises amechanical guide (e.g., the sides of the passageway) that limit movementof the flying machine in the vertical degree of freedom and allowsmovement in the horizontal degree of freedom. When more than one side ofstructure 800 has similar horizontal regions (e.g., opposite sides), theregions also act to limit movement of the flying machine in a rotationaldegree of freedom about a horizontal axis. Transition regions 830 and832 may each allow movement of the flying machine in the degrees offreedom restricted by its adjacent regions.

The passageways in the sides of structure 800 require a flying machineto perform a particular sequence of maneuvers in order for the flyingmachine to be released from the structure. The structure may thereforebe considered to create an obstacle course or a labyrinth that theflying machine needs to successfully navigate to be released from thestructure. When a flying machine is programmed to perform an autonomousor semiautonomous flight, structure 800 provides a mechanical test ofthe flying machine's performance capabilities to ensure that the flyingmachine has sufficient performance capabilities for the flight. If aflying machine does not have sufficient performance capability, it maynot be able to successfully navigate the passageways to be released.

It will be understood that the shape of the passageways depicted in FIG.8A are merely illustrative and any suitable shapes and combination ofshapes can be used to create a mechanical test of a flying machine'sperformance capability. For example, a stricter performance test may useadditional regions to form a more complex shaped passageway. Inaddition, the passageway may include one or more dead-end branches thatthe flying machine needs to successfully navigate past to reach theexit. For example, a dead-end region may be added to the right oftransition region 832. If a flying machine moves too far to the rightthrough transition region 832, it would enter the dead-end region andwill not be able to reach the exit. Structure 800 may also include oneor more active elements. For example, a safety off switch may beincluded so that if a flying machine moves or rotates too much it willactivate the switch. The switch may, for example, cause a signal to betransmitted to the flying machine instructing the machine to shut down.As another example, the switch may activate a latch or other mechanismto prevent the flying machine from being released from the structure. Insome embodiments, a safety off switch may be included on the flyingmachine.

In some embodiments, structure 800 may be positioned around a chargingstation such as any of the charging stations depicted in FIGS. 1A, 1D,2A, 2C, and 2D. In some embodiments, structure 800 may be used inconnection with any suitable flying machine launching pad or take offposition. It will also be understood that while structure 800 releases aflying machine from its top, structure 800 can be positioned in anyother suitable orientation to launch flying machines. In someembodiments, the openings in the sides of structure 800 may be on thebottom to enable a flying machine to exit from the bottom of structure800. In these embodiments, structure 800 may be attached to theunderside of a support structure. It will also be understood thatstructure 800 may interact with any suitable part or parts of flyingmachine 200. In some embodiments, one or more abutments located at anysuitable locations on the body of flying machine 200 may be used tointeract with the passageways of structure 800. In some embodiments, therotor arms of flying machine 200 may be shaped and sized to interactwith the passageways of structure 800.

In some embodiments, the mechanical structure of the present disclosurecomprises two or more regions that are sized larger than the flyingmachine. Each region may constrain the positioning of the flying machineso that it can fly within a defined space. The mechanical structure alsocomprises a transition region that enables the flying machine to passbetween two regions. The transition region may function as a choke pointthat the flying machine must successfully navigate through to passbetween regions.

FIG. 9 shows a mechanical structure 900 in accordance with someembodiments of the present disclosure. Mechanical structure 900comprises a first region 910 and a second region 912. Regions 910 and912 are sized larger than flying machine 200 and enable flying machine200 to lift off and fly within each of the regions. However, regions 910and 912 constrain the flight of machine 200 within a limited space andthus limit the positioning of flying machine 200. Mechanical structure900 further comprises a transition region 920. Transition region 920enables flying machine 200 to fly between regions 910 and 912.Transition region 920 is sized larger than flying machine 200. In someembodiments, transition region 920 is at least 2, 3, 4, 5, 6, 7, 8, 9,or 10 times larger than flying machine 200. Mechanical structure 900further comprises an exit 930 located within region 912 from whichflying machine 200 can be released from structure 900.

Region 910 may include one or more takeoff positions. In order for aflying machine to be released from structure 900, the flying machinewould need to take off from a takeoff position, fly through first region910 to transition region 920, then pass through transition region 920,fly through region 912 to reach exit 930, and then pass through exit930.

As illustrated, region 912 is positioned on top of region 910. As alsoillustrated, exit 930 is horizontally offset from transition region 920.This is merely illustrative and any other suitable configuration can beused. For example, in some embodiments regions 910 and 912 can bepositioned next to each other, where the transition region couples aright portion of region 910 to a left portion of region 912. In theseembodiments, the transition region and the exit can be vertically spacedapart. In some embodiments, the transition region comprises a chokepoint that only enables a single flying machine to move through it at atime.

It will be understood that the shape of the regions depicted in FIG. 9are merely illustrative and any suitable shapes and combination ofregions can be used to create a mechanical test of a flying machine'sperformance capability. For example, a stricter performance test may useadditional regions through which the flying needs to pass and/or smallersized transition regions.

In some embodiments, structure 900 may be used with a charging stationsuch as any of the charging stations depicted in FIGS. 1A, 1D, 2A, 2C,2D, 3, and 7. For example, base 110 may be positioned within region 910.It will also be understood that structure 900 can be used with fixedwing flying machines as well as multicopter flying machines.

In some embodiments, the regions of structure 900 may not be fullyenclosed. In some embodiments, the sides of structure 900 are omitted.For example, the top of region 910 and the top of region 912 may be madeof netting with holes that form transition region 920 and exit 930. Thenetting may be suspended, for example, above a stage. In thisembodiment, the netting may provide a performance check for the flyingmachines and also protect people and objects on the stage in the event aflying machine malfunctions after it has successfully navigated throughthe netting. For example, the netting can catch a malfunctioned flyingmachine. The netting will also reduce or prevent damage to a flyingmachine that has malfunctioned.

Flying machines that use structures 800 and 900 may be configured toperform autonomous or semiautonomous flights. For example, the flyingmachines may be configured to navigate structures 800 and 900autonomously. The flying machines may store in internal memory data thatrepresents the geometry of the structures (e.g., the passageway geometryof structure 800 and/or the geometry of regions 910, 912, and 920 ofstructure 900).

In some embodiments, structures 800 and 900 may be used for performingan automated performance check of a flying machine when launching. Themethod may comprise receiving a command at a flying machine to initiatean automated launch process and activating at least one actuator of theflying machine in response to receiving the command to initiate theautomated launch process. The method may further comprise moving theflying machine, using the at least one actuator, from a take-offposition through a first region that constrains movement of the flyingmachine to a transition region. The method may further comprise movingthe flying machine, using the at least one actuator, through thetransition region to a second region that constrains movement of theflying machine. The method may further comprise moving the flyingmachine, using the at least one actuator, through the second region toan exit in the second region, and moving the flying machine, using theat least one actuator, through the exit to complete the take-offprocedure.

In some embodiments, flying machines are used in a stackedconfiguration. Using a stacked configuration can provide a moreefficient use of space (e.g., for taking off, landing, and storing). Insome embodiments 5, 10, or more flying machines may be positioned in astack. FIG. 10A shows an illustrative stack 1000 of flying machines 200in accordance with some embodiments of the present disclosure. In someembodiments, the bottommost flying machine in stack 1000 may bepositioned on a charging station (e.g., charging station 602A of FIG.6). Each of flying machines 200 may include a frame that generallysurrounds the flying machine. The tops and bottoms of the frames may beshaped to enable a stable stack of freestanding flying machines to becreated. The contact points of the frames of adjacent flying machinesmay include electrical connectors. In some embodiments, the electricalconnectors of the frames may electrical couple the charging terminals ofa charging station to each of the flying machines in the stack. Thisenables each flying machine in the stack to charge. In some embodiments,the electrical connectors of the frames may electrical couple a wiredcommunication interface of a charging station to each of the flyingmachines in the stack. In some embodiments, the electrical connectors ofthe frames may enable each flying machine in the stack to charge andcommunicate with the charging station.

Flying machines 200 of stack 1000 may be programmed to take offsequentially, one at a time. FIG. 10A illustrates flying machines 200taking off from the stack 1000. As shown, one flying machine 200 hastaken off and six flying machines remain in stack 1000. In someembodiments, flying machines 200 may be configured to land in a stack.

In some embodiments, a stack of flying machines may be used as part of aperformance. For example, a stack of flying machines can be used on astage and the frames of each flying machine shaped and colored to looklike a prop on the stage. The flying machines may be configured to takeoff from the stack, one at a time, perform a choreographed performance,and then land, one at a time, on top of each other to form a stack. Asillustrated in FIG. 10A, the exterior of each flying machine 200 isshaped to look like a film reel. FIG. 10B shows an exploded view of aflying machine 200 of FIG. 10A in accordance with some embodiments ofthe present disclosure. The frame of flying machine 200 of FIG. 10Bincludes a circular bottom 1012 and a circular top 1014 that fits ontothe main body of the flying body. Bottom 1012 and top 1014 includeopenings to permit air to pass through the flying machine. As shown,there are openings above and below each propeller. Therefore, the flyingmachine, which looks like film reel is able to successfully fly. It willbe understood that flying machines may be shaped as any other type ofprop in accordance with the present disclosure.

FIG. 11 shows a block diagram 1100 for a communication architecture inaccordance with some embodiments of the present disclosure. Thearchitecture may be used in a system for operating flying machines. Thesystem may comprise a control system 1110 configured to store roleinformation for flying machines and first and second flying machinestorage containers 1120 and 1122.

In some embodiments, control system 1110 is configured to store orcommunicate role information. Role information contains specifics suchas flight plans, lighting instructions, or payload parameters of aflying machine. A flight plan may comprise a flight path, whichspecifies a plurality of spatial coordinates for a flying machine tooccupy, wherein each spatial coordinate is associated with a discretetime in a time period. Each flight plan may comprise at least one flightpath, where a flight path is a series of spatial coordinates for aflying machine to occupy and where each spatial coordinate is associatedwith a discrete time in a time period. It should be understood that insome embodiments the flight plan may further comprise velocity,accelerations, orientations, and/or time values, for the machine. Forexample, the flight plan may specify that a flight path should betraveled at a velocity of 20 km/hr. It should be understood that theflight path may comprise any suitable parameters or values for themachine, but will always at least include a series of spatialcoordinates. In an embodiment, each flight plan may further comprise aseries of orientations for the flying machine, wherein each orientationis associated with a discrete time in a time period (e.g., in anembodiment each flight plan may further comprise an orientation for theaerial vehicle for each of the respective discrete times of acorresponding flight path, so as to provide a respective orientation forthe vehicle for each respective spatial coordinate in that respectiveflight path). In yet a further embodiment, each flight plan may furthercomprise any one or more of velocity, acceleration, and/or yaworientation for the flying machine for discrete times over a timeperiod. In an embodiment, the flying machine may comprise a processor(e.g., control unit 530 of FIG. 5), which may be configured to determinethe derivative of the spatial coordinates that are specified in a flightplan, with respect to time, so as to determine for each spatialcoordinate, a velocity and/or acceleration for the flying machine. In anembodiment, each flying machine may comprise a processor (e.g., controlunit 530 of FIG. 5), which may be configured to interpolate any of saidspatial coordinates, orientations, velocity, acceleration, and/or yaworientation, between two discrete times so as to determine spatialcoordinates, orientations, velocity, acceleration, and/or yaworientation for the flying machine during the period between said twodiscrete times. Similarly, in some embodiments, role information maystore lighting information (e.g., light intensity, color) or relevantinformation for another type of payload (e.g., camera settings for acamera, tuning parameters such as gains for the controller of gimbal) oradditional parameters for a flying machine (e.g., sensitivity settingsfor an anti-collision sensor mounted on the flying machine). Such roleinformation may be similarly associated with spatial coordinates,discrete times, or be interpolated. In some embodiments, the roleinformation for the flying machines stored at control system 1110comprises flight path information for the flying machines to perform achoreographed performance. In some embodiments, the role information forthe flying machines stored at control system 1110 comprises a pluralityof specific roles for the flying machines.

In some embodiments, a flying machine storage container (e.g., storagecontainer 1120) may be configured to store a first subset of flyingmachines (e.g., flying machines 1130A and 1130B); receive a first set ofrole information from the control system for the first subset of theflying machines; and communicate the first set of role information tothe flying machines in the first subset of the flying machines. In someembodiments, a flying machine storage container (e.g., storage container1122) may be configured to store a second subset of flying machines(e.g., flying machines 1130A and 1130B); receive a second set of roleinformation from the control system for the second subset of the flyingmachines; and communicate the second set of role information to theflying machines in the second subset of the flying machines. In someembodiments, the first set of role information comprises a subset of therole information stored at the control system for the first subset ofthe flying machines. In some embodiments, the first flying machinestorage container is configured to individually communicate with each ofthe first subset of the flying machines. In some embodiments, the firstset of role information comprises a plurality of specific roles. In someembodiments, the first flying machine storage container is configured totransmit a specific role to each flying machine in the first subsetbased on a position of the flying machine in the first flying machinestorage container.

In some embodiments, a flying machine storage container comprises alocalization unit (e.g., localization unit 460 of FIG. 4) configured todetermine the location of a flying machine storage container. In someembodiments, the flying machine storage container is configured tocommunicate its location to the control system. In some embodiments, thecontrol system generates the first subset of role information based onthe location of the first flying machine storage container.

In some embodiments, a first flying machine storage container isconfigured to identify which flying machines are stored at the firstflying machine storage container; and to communicate the identity of thestored flying machines to the control system.

In some embodiments, the flying machine storage container is configuredto release the first subset of flying machines one at a time from anexit; and communicate a specific role to each flying machine of thefirst subset one at a time prior to the flying machine being releasedfrom the exit.

Referring back to FIG. 10, in this example, storage container 1120stores two flying machines 1130A and 1130B and storage container 1122stores two flying machines 1132A and 1132B. Each of the storagecontainers has a communication system (e.g., communication interface 406of FIG. 5) that allows it to communicate to the flying machines withinthe container. Such a communication could be wired. For example, itcould use a controller area network (CAN) bus, universal asynchronousreceiver transmitter (UART) pairs, or a serial peripheral interface(SPI), among others. Communication could also be wireless. For example,it could use near field communication (NFC), a IEEE 802.15 wirelesspersonal area network (WPAN), a Bluetooth wireless connection, or aninfrared optical communication interface, among others. Thecommunication interface could be broadcast-based or bus-based. Forexample, a CAN bus or 802.11 UDP packets may be used. As anotherexample, point-to-point (such as UART or NFC) may be used. In the caseof broadcast- or bus-based communication systems, individual vehiclesmay be addressed through a unique identifier, for example by providingthe identifier in the header of a message. In the case of a wiredcommunication system, it is preferable to use connectors that providelittle force countering the release of a flying machine from the storagecontainer. Examples of such connectors are pogo pins, extra low releaseforce connectors, and spring-type connectors.

In this exemplary embodiment, each storage container furthermore has acommunication interface (e.g., external communication interface 440 ofFIG. 4) that allows it to communicate with control system 1110, whichmay be integrated in an operator console. This interface can also bewireless or wired, with examples being listed above. In someembodiments, this communication interface is preferable configured tohave longer range than the interface used to communicate between storagecontainers and flying machines. Examples of such protocols are Ethernet,CAN bus, 802.11 WLAN, and frequency-hopping spread-spectrum radios. Thiscommunication interface can also be connected to additional controllers,such as lighting controller 1140.

In this exemplary embodiment, control system 1110 allows an operator todefine role information. Role information may, for example, specifywhich motions each of a number of flying machines is to execute. Controlsystem 1110 communicates with the storage containers, which in turncommunicate with the flying machines. This architecture can bepreferable to control system 1110 communicating directly with the flyingmachines for a variety of reasons. For example, storage containers 1120and 1122 may provide a wired connector at the storage location of theflying machine, which may save cost over or offer higher reliabilitythan wireless connections. As another example, this architecture may bepossible to position a storage container closer to the flying machines'operating area, which may in turn allow using low-power, low-rangewireless communication that uses less power and weigh less thanlonger-range wireless radios. As another example, this architecture mayallow reducing weight or power penalties on the flying machines byimplementing a high-bandwidth communication interface with the storagecontainer. As another example, this architecture may offer operationalsimplifications by allowing an operator to address containers of flyingmachines rather than individual flying machines, which may beparticularly beneficial when operating large numbers of flying machines.As another example, this architecture may reduce errors by providingadditional checks at the level of each storage container. Each ofstorage containers 1120 and 1122 may determine parameters (e.g., aflying machine's or storage container's identifier, overall status,battery charge, orientation; a flying machine's position inside thestorage container, a flying machine's role, etc.). Such data may then,for example, be compared with target parameters (e.g., safetythresholds, desired or expected parameter values). Such comparison mayhappen at the storage container level, at the control system level, atthe flying machine level, or at multiple levels. Such comparisons mayalso involve a human operator. As a result of a comparison, a specificaction may be triggered automatically or by an operator.

Secondary control systems may also communicate with the storagecontainers, for example, lighting controller 1140. Lighting controller1140 could adjust, for example, the intensity and color of the lights ofthe flying machines by sending lighting commands to the storagecontainers through the communication interface of lighting controller1140. In some embodiments, the communication interface of lightingcontroller 1140 is similar to the communication interface of controlsystem 1110. The storage containers may then, for example, split thesecommands into separate commands for individual flying machines, and maythen send these separate commands to flying machines through thecommunication interface between storage containers and flying machines.

It will be understood that block diagram 1100 is merely illustrative andthat various modifications to the architecture can be made within thescope of the present disclosure. For example, in some embodiments, thearchitecture of block diagram 1100 does not include lighting controller1140. In addition, while only two storage containers are depicted, anysuitable number of storage containers may be used such as 3, 4, 5, 6, 7,8, 9, 10 or more. It will also be understood that each storage containermay be configured to store any suitable number of flying machines suchas 3, 4, 5, 6, 7, 8, 9, 10 or more. It will also be understood thatstorage containers 1120 and 1122 can be any of the storage containersdescribed herein. For example, storage containers 1120 and 122 can beany of the storage containers depicted in FIGS. 1A-D, 3, and 4. It willalso be understood that flying machines 1130A, 1130B, 1132A, and 1132Bcan be any of the flying machines described herein.

Exemplary communication architectures will be described below. It willbe obvious to those skilled in the art that several other communicationarchitectures are straightforward variations of these examples withinthe scope of the present disclosure.

In an example of a centralized architecture, a lighting controller(e.g., lighting controller 1140) may first determine how many flyingmachines are present in each storage container. For this, it sends aflying machine count request message to each storage container (e.g.,storage containers 1120 and 1122). Each storage container sends a pingrequest on each of its point-to-point interfaces and then waits apredefined duration for a response. If a response arrives within thetime, the slot is deemed “occupied”; otherwise it is deemed “empty”. Thecontainer generates a map that stores, for each point-to-pointinterface, the occupation status. It then counts the number of“occupied” slots and provides that count as a response to the lightingcontroller. The lighting controller determines a brightness level foreach storage container. The lighting controller transmits the brightnesslevel and color information to each storage container; upon reception,the storage container forwards the brightness level and color to theindividual flying machines through the point-to-point interfaces. Eachflying machine adjusts the brightness and color of its on-board light tomatch the command (e.g., by adjusting the PWM duty cycle).

In this example of a centralized architecture, a control system (e.g.,control system 1110) may first determine a list of available flyingmachines. For this, it may sequentially communicate with each storagecontainer (e.g., storage containers 1120 and 1122) by sending thestorage container a flying machine enumeration request. Upon receipt ofsuch an enumeration request, the storage container requests statusinformation from the flying machine within the storage container throughits secondary communication interface. Each of the flying machinesresponds to the status information request by providing its uniqueidentifier (“flying machine ID”) and status information relevant to therole mapping (e.g., the flying machine's readiness to fly, its batterycharge status, and its maximum flight speed). The storage containeraggregates this status information from each of the flying machineswithin the container, and then returns the list of flying machine IDsand status information to the control system. The storage container mayalso provide its own status information (e.g., a unique identifier ofthe container and its position and orientation) to the control station.The control system aggregates the flying machine information (flyingmachine IDs and status information) and storage container information.The control system may then determine which flying machine shouldperform which of the available roles, and creates a map of which flyingmachine is stored in which container. To operate the flying machines,the control system first determines which of the storage containers willbe used for the flight. For each storage container that will be used,the system aggregates a list of flying machines that shall be give arole, and transmits this list to the storage container. Upon receipt ofthis list by the storage container, the storage container communicateswith the flying machines (either one-by-one or in a broadcast fashion),sending each flying machine the role information that is addressed tothat flying machine.

In an example of a distributed architecture, each storage container(e.g., storage containers 1120 and 1122) continuously monitors thenumber and ID of flying machines within it. For this, it mayperiodically (e.g., once per second) send a ping request through itssecondary communication interface. All flying machines are configured torespond to such ping requests; the storage container can thus aggregateresponses to its ping request to create a map of vehicles stored withinit.

In an example of a distributed architecture, a lighting controller(e.g., lighting controller 1140) stores a list of available storagecontainers. The lighting controller provides a means to adjust theintensity and color of each storage container, for example through a DMXinterface to a lighting console, or through jog dials on the lightingcontroller. The lighting controller may periodically (e.g., 100 timesper second) transmit the requested color and intensity to each storagecontainer. Upon reception, the storage container determines the currentnumber of flying machines in the container by counting the elements inthe vehicle map. The storage container then adjusts the lighting commandto the number of vehicles (e.g., by maintaining the color command, anddividing the intensity command by the number of vehicles in the storagecontainer in order to maintain constant intensity independently of thenumber of flying machines present), and addresses all vehicles totransmit the requested intensity and color. The flying machines adjusttheir light source to the requested lighting.

In an example of a distributed architecture, a control system (e.g.,control system 1110) stores a list of roles for the flying machines. Foreach role, it may additionally store a container position. To commandthe flying machines to fly, the control system broadcasts a list ofroles, each with the associated container position. The list ispreferably transmitted in the order of importance of the roles (e.g.,starting with the roles that are most important to the choreography).All storage containers receive this list. Each storage containerdetermines its current position (e.g., using a localization unit, usinga global positioning system (GPS), or by using cameras on the storagecontainer and detecting land marks) when it receives the broadcastedlist. For each item in the list, the storage container then compares itscurrent position to the container position associated with the role. Ifthe current position is sufficiently close to the container positionassociated with the role (e.g., if it is within 1 m), then the storagecontainer communicates with a vehicle in its stored vehicle map,commanding that vehicle to execute the role at the current listposition. The container maintains a list of which flying machines havealready been mapped a role. If all flying machines within the storagecontainer have been allocated a role or if the end of the list isreached, the processing of the broadcasted list stops.

According to an aspect of the present disclosure, a method forprogramming flying machines is provided. The method may comprise thesteps of (1) determining, using a control system, a first set of roleinformation to be transmitted to a first flying machine storagecontainer; (2) transmitting, using the control system, the first set ofrole information to the first flying machine storage container; (3)receiving, using the first flying machine storage container, the firstset of role information; (4) transmitting, using the first flyingmachine storage container, the first set of role information to a firstplurality of flying machines stored at the first flying machine storagecontainer; (5) determining, using a control system, a second set of roleinformation to be transmitted to a second flying machine storagecontainer, (6) transmitting, using the control system, the second set ofrole information to the second flying machine storage container, (7)receiving, using the second flying machine storage container, the secondset of role information; and (8) transmitting, using the second flyingmachine storage container, the second set of role information to asecond plurality of flying machines stored at the second flying machinestorage container.

In some embodiments, a method for launching flying machines comprisesthe following steps in the following order: (1) transmitting (e.g., froma control system or storage container) an instruction to a flyingmachine to power up in a predetermined time interval (e.g., 5 minutes),(2) receiving the instruction at a flying machine, (3) starting acountdown timer at the flying machine, (4) at the end of the countdowntimer, powering up (“arming”) the flying machine, (5) performing one ormore preflight checks, and (6) taking off. This may be achieved by, forexample, using a low-power wireless receiver to receive wireless signalsuch as Bluetooth low-energy, ZigBee, Wi-Fi, UWB, or a signal using thenear-field communications (NFC) standard for transmitting and receivinginstructions; by equipping a flying machine with a low-power circuit tolisten for wireless signals in addition to its main electronics, whichconsume significantly more power. Preflight checks may, for example,include comparing a flying machine's battery level to requirements of arole, comparing the status of a flying machine sensor to a predefinedthreshold or range, comparing motor performance to expected values,evaluating the outcome of a flying machine's component's self-checks. Insome embodiments, a flying machine may execute flight maneuversaccording to its role information upon takeoff. In some embodiments,takeoff of multiple flying machines may be managed by usingsynchronizing clocks (e.g., a clock used by a localization unit 540 on aflying machine and a clock used by a localization unit 460 off board)and by coordinating predefined takeoff times (e.g., from a controlsystem).

While certain aspects of the present disclosure have been particularlyshown and described with reference to exemplary embodiments thereof, itwill be understood by those of ordinary skill in the art that variouschanges in form and details may be made therein without departing fromthe spirit and scope of the present disclosure as defined by thefollowing claims. It is therefore desired that the present embodimentsbe considered in all respects as illustrative and not restrictive,reference being made to the appended claims rather than the foregoingdescription to indicate the scope of the disclosure.

What is claimed:
 1. A charging container for a plurality of flyingmachines, comprising: a first charging station comprising first andsecond charging terminals configured to establish an electricalconnection with respective first and second electrical connectors of afirst flying machine; a second charging station comprising first andsecond charging terminals configured to establish an electricalconnection with respective first and second electrical connectors of asecond flying machine, wherein the first and second electricalconnectors of each of the first and second flying machines areelectrically connected to a battery; a charging module coupled to thefirst and second charging stations; and a clamping mechanism configuredto: secure the first and second flying machines in respective positionsfor transport; and securely close charging circuits between the chargingmodule and the batteries of the first and second flying machines.
 2. Thecharging container of claim 1, further comprising an inner connectorcoupled between the charging module and the first charging terminals. 3.The charging container of claim 1, wherein the first charging terminalscomprise a first charging rod configured to receive a first hook fromeach of the first and second flying machines.
 4. The charging containerof claim 3, wherein the first charging rod is configured to support thefirst and second flying machines in a hanging position.
 5. The chargingcontainer of claim 3, wherein the second charging terminals comprise asecond charging rod configured to receive a second hook from each of thefirst and second flying machines.
 6. The charging container of claim 5,wherein the first hook of each of the first and second flying machinesis disposed on a first rotor arm and wherein the second hook of each ofthe first and second flying machines is disposed on an opposing secondrotor arm.
 7. The charging container of claim 5, wherein the clampingmechanism is configured to apply force to one of the first and secondcharging rods in a direction away from the other of the first and secondcharging rods, thereby securing the first and second flying machines inthe position for transport.
 8. The charging container of claim 5,wherein the clamping mechanism is configured to apply opposing forces tothe first and second charging rods, thereby securing the first andsecond flying machines in the position for transport.
 9. The chargingcontainer of claim 1, further comprising a base, wherein the firstcharging terminals comprise at least one first charging plate coupled tothe base.
 10. The charging container of claim 9, further comprisingfirst and second mechanical guides, wherein each of the first and secondmechanical guides is configured to guide a respective one of the firstand second flying machines into a specific position on the at least onefirst charging plate.
 11. The charging container of claim 10, whereinthe first and second mechanical guides are integrated into the at leastone first charging plate.
 12. The charging container of claim 10,wherein each of the first and second mechanical guides is furtherconfigured to guide the respective one of the first and second flyingmachines into a specific orientation by interacting with a feature ofthe respective flying machine.
 13. The charging container of claim 9,wherein: the first electrical connector of each of the first and secondflying machines is disposed on a bottom portion of its respective flyingmachine; the at least one first charging plate is configured to receiveand support the first and second flying machines; the second electricalconnector of each of the first and second flying machines is disposed onan upper portion of its respective flying machine; the second chargingterminals comprises at least one second charging plate; and the at leastone second charging plate is configured to be positioned on top of thefirst and second flying machines supported by the at least one firstcharging plate.
 14. The charging container of claim 13, wherein theclamping mechanism is configured to apply a force on the at least onesecond charging plate, which in turn applies a force on the plurality offlying machines, thereby securing the first and second flying machinesbetween the at least one first and second charging plates.
 15. Thecharging container of claim 13, further comprising a lid, wherein the atleast one second charging plate is coupled to the lid and wherein theclamping mechanism is configured to secure the lid to the base, therebysecuring the first and second flying machines in their positions fortransport and securely closing the charging circuits between thecharging module and the batteries of the first and second flyingmachines.
 16. The charging container of claim 15, further comprising aspring-loaded electrical connection between the base and the lid,wherein the charging circuits comprise the spring-loaded electricalconnection.
 17. The charging container of claim 9, wherein the at leastone first charging plate comprises first and second recesses, eachcorresponding to a respective one of the first and second flyingmachines.
 18. The charging container of claim 1, further comprising: afirst base, wherein the first charging terminals comprise at least onefirst charging plate coupled to a top portion of the first base; asecond base, wherein the at least one second charging plate is coupledto a bottom portion of the second base and wherein the clampingmechanism is configured to secure the second base to the first base,thereby securing the first and second flying machines in their positionsfor transport and securely closing the charging circuits between thecharging module and the batteries of the first and second flyingmachines; and third and fourth charging stations located on a topportion of the second base.
 19. The charging container of claim 1,wherein the charging module is configured to independently controlcharging of the first and second flying machines.
 20. The chargingcontainer of claim 1, wherein the charging module is configured tobalance charging between different cells of at least one battery of thefirst and second flying machines.
 21. The charging container of claim 1,comprising five or more charging stations, each comprising first andsecond charging terminals configured to establish an electricalconnection with respective first and second electrical connectors of aflying machine.